DE1186686B - Fuel supply device for internal combustion engines - Google Patents

Description

FEDERAL REPUBLIC OF GERMANY

GERMAN

PATENT OFFICE

EDITORIAL

Boarding school Class: F02f

Number:
File number:
Registration date:
Display day:

German class: 46c2-87

1186 686
S 687441 a / 46 c2
May 30, 1960
February 4, 1965

The invention relates to a fuel supply device for internal combustion engines with a carburetor with continuous fuel injection works in the suction line behind a throttle device arranged in this line, wherein a pressure regulator regulates the pressure of the fuel in one of a feed pump to at least one a line leading to an injection nozzle opening in the same direction under otherwise identical circumstances changes with the amount of air flowing through the intake line and the excess fuel in flows back through a reservoir.

Such a device is already known, which during operation of the internal combustion engine under The fuel injected load operates while the fuel is in the idle range Suction line is introduced by the effect of the negative pressure prevailing in this. At this known device are different openings for the injection on the one hand and for the suction of the fuel is used on the other hand, and there is therefore generally a transition state, in which one system no longer delivers and the other has not yet delivered has started, or there is even a state in which both systems are separated, but at the same time deliver. In these states, therefore, there is inevitably a shortage or excess of what is supplied Get fuel. The same disadvantages also arise practically with another known one Device in which the fuel supply into the suction line is optional, but not switchable made by feed pump pressure or by the effect of negative pressure through the same nozzle will.

The invention is based on the object of avoiding such disadvantageous transitional phenomena and of allowing the delivery by injection or suction to take place through one and the same line. This is achieved according to the invention in that, in a manner known per se, the fuel supply device works with fuel injection when the internal combustion engine is operating under load, while the fuel in the idling mode is introduced into the intake line by the effect of the negative pressure prevailing in it Part of the pressure regulator is designed so that it can be converted into a fuel container with a constant fuel material level, preferably an overflow container, by means of a device effective in idle operation, and that in this case the fuel-to-fuel supply device for
Internal combustion engines

Applicant:

Societe Industrielle de Brevets et d'Etudes

S. I. B. E., Neuilly-sur-Seine, Seine (France)

Representative:

Dr. F. Zumstein,

Dipl.-Chem. Dr. rer. nat. E. Assmann

and Dipl.-Chem. Dr. R. Koenigsberger,

Patent Attorneys, Munich 2, Bräuhausstr. 4th

Named as inventor:

Andre Louis Mennesson, Neuilly-sur-Seine,

Seine (France)

Claimed priority:

France of May 30, 1959 (796151)

flow to the intake line through the load operation as Injection nozzle opening acting opening or acting openings takes place.

The invention is explained below by way of example with reference to the drawings.

F i g. 1 and 2 show, in partially sectioned side views, a carburetor with the one according to the invention Device in the position for idling or in the middle open position of the throttle member;

F i g. Figures 3 to 6 show other embodiments of various details of Figures 1 and 2;

F i g. 7 shows a part of one as in FIG. 1 trained carburetor, which, however, has two additional Has parts.

The carburetor is on the whole in the form shown in FIG. 1 and 2 illustrated manner. It contains a suction line 1, in which the air flows in the direction of arrow F and which with a a shaft 3 seated throttle member 2 is provided. A main venturi 4 and possibly a

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Auxiliary venturi tubes 5 arranged coaxially in this are in line 1 in front of throttle element 2 arranged. The fuel is taken from a container 6 by a continuously conveying pump 7, whose delivery pressure is greater than that which a pressure regulator explained below is used for to determine the speed in question, the delivery rate of this pump being excess and possibly limited by a calibrated opening 8 provided in the delivery line 9 of the pump will. This delivery line is connected to the pressure regulator 10 accommodated in a chamber 11. The controller, which in turn is connected to an injection nozzle 13 through a duct 12, controls an outlet of variable cross section such that the excess fuel through a channel 14 returns to the container 6 with a large cross-section. The chamber 11 is connected to the outside space either immediately or, as in FIG. 1 and 2, via the air inlet 15 of the carburetor behind the usual air filter in connection with which it via the channel 14, the container 6 and a line 16 can be connected.

The injection nozzle 13 is located in a chamber 17, which is connected to the suction line 1 behind the throttle element 2 through an opening 18 which is in alignment with the injection nozzle stands. The chamber 17 is normally connected to the outside space, optionally via the air inlet 15, through an opening 19, the cross section of which is considerably larger than that of the opening 18, so that the pressure normally prevailing in the chamber 17 is atmospheric pressure or that in the air inlet 15 is the prevailing pressure.

The pressurized fuel is thus injected through the opening 18 into the intake line 1, whereby it is expedient, if not absolutely necessary, to use the jet of liquid thus injected to be aligned by a wall 20 with which the axis of the suction line 1 forms an angle of about 45 °, whereby the jet is also atomized.

The carburetor is equipped with devices which are close to idle in front of the injector 13, d. H. in the duct 12, establish a pressure which is practically equal to that in the air inlet 15 is the prevailing pressure, and facilities are expediently also provided which produce a negative pressure in the chamber 17, which differs from that in the suction line 1 behind the throttle body 2 ruling depends, so that the carburetor then like a carburetor with Float tank works.

These devices can either be controlled by the throttle member 2 or by a the pressure in the suction line 1 or in the channel 12 responsive device is controlled will.

In order to produce a pressure in the vicinity of idle in front of the injector 13, which is practical equal to the isf prevailing in the air inlet 15, the pressure regulator 10 is expediently in the form of a Constant level container formed with overflow, which also has a valve, which together with the upper edge of this container delimits the outlet of variable cross-section, wherein the above-mentioned devices open this outlet in the vicinity of idle so that in the Constant level tank the same pressure as in chamber 11 prevails. So that near the Idling and only then the fuel can flow from the container to the injector, the lies Injection nozzle a few millimeters above the part of the edge of the container that forms an overflow. Finally, in order to create a negative pressure in the chamber 17 near idle, which of the one in the intake line 1 behind

ίο the throttle element 2 ruling depends on the relevant Devices designed so that they the connection between the chamber 17 and the Abolish external space or at least reduce its cross-section considerably.

In the embodiment shown in FIGS. 1 and 2, the pressure regulator consists essentially from a container 21, which at the top in a preferably circular horizontal sharp edge 22 expires. A valve disk 23, which can lie against this edge, is formed by a shaft 24 out, and a spring 25 tries to constantly push it upwards.

The chamber 17 is not only above the opening with the outside space or with the air inlet 15 19 in connection, but also via an opening 26, the cross section of the connection between this opening and the chamber through a cooperating with a calibrated opening 28 Adjusting screw 27 can be adjusted.

The injection nozzle 13 lies at a height H of a few millimeters above the edge 22 of the container 21.

A lever 29 pivotable about an axis 30 is attached in the vicinity of the valve disk 23. The end 29 a of this lever presses almost constantly on the valve disk 23. It exerts a force on the latter, which is transmitted by a rod 31 which acts on the end 29 b of the lever 29. This rod is connected to a membrane 32 which forms the movable wall of a chamber 33 which in turn can be connected to the venturi 5 through two successive channels 34 and 35. The membrane 32 can also be replaced by a bellows or a piston.

The connection between the channels 34 and 35 is not permanent, and it can be expedient be, the negative pressure prevailing in the chamber 33 compared to that prevailing in the Venturi tube 5 to change, e.g. B. by connecting these channels with the outside air or by introduction a negative pressure which is greater than that prevailing in the Venturi tube 5, namely at certain operating conditions. Any type of distributor can be used for this, e.g. B. a Distributor 36, which is rotatable about an axis 37 and rests on a flat surface in which the Channels 34 and 35 open through openings 38 and 39.

In the rotary distributor there is an arcuate groove 40 and preferably also one with either the outside space or with the air inlet 15 connected hole 41 is provided. Furthermore, at the planar surface an opening 42 are provided, which is connected to a channel 43, which opens into the intake line 1 very little before the throttle element 2 when this is closed, wherein this opening cooperates with a radial leg 40 α of the groove 40. The distributor 36

is rotated by the throttle member 2 via a linkage 44, which the appropriate transmission ratio and, if necessary, produces a drive that can be pushed over.

Another device enables the cross section of the opening 19 to be influenced by means of a lever 45 pivotable about an axis 46. This lever carries a locking member on its lower arm 47 corresponding profile, which is shown here schematically as a valve needle, while the other end attached its movement to the throttle element 2 via a rod 48 Lever 49 receives. A spring 50 constantly seeks the lever 45 counterclockwise (in with reference to Figs. 1 and 2) to pivot. A third arm of the lever 45 can still use it connect a rod 51 to a closure member 52, which is provided with one in the line 34 Opening 53 cooperates.

Finally, an additional correction device is formed by a membrane 54, which the movable wall of a chamber 55 forms which, through a channel 56, either, as shown, with channel 34 via chamber 33 or with any other portion of the channels 34 and 35 or also optionally with the distributor 36 is connected. The diaphragm 54 is actuated via a rod 57, the end 29 c of the lever 29, in such a way that the rod 57 is in the end 29 c provided hole penetrates and expires in a stop 58.

A spring 59 seeks to press the diaphragm 54 against a firm stop, so that the In the chamber 55 prevailing negative pressure must exceed a certain value so that the membrane 54 begins to adjust to the right side of FIGS. 1 and 2 and the stop 58 with the Brings end 29 c of the lever 29 into contact.

The device works as follows: The pressure of the injected by means of the injection nozzle 13 The fuel must basically depend on the amount of air flowing through the Venturi tube 4. These The amount of air is characterized by the negative pressure, which is either in the venturi 4 or in the Venturi tube 5 is generated, the latter having a somewhat greater accuracy and a greater negative pressure results. As is known, it is sufficient to compare the injection pressure supplied by the pressure regulator with the in the venturi 5 to bring the prevailing negative pressure into equilibrium. For this purpose, the in the Venturi tube prevailing negative pressure normally transmitted to the chamber 33 and exerts on the The membrane 32 and the rod 31 exert a strong upward force. The end 29 a of the lever 29 then exerts a pressure on the valve disk 23, which pressure flows through the main venturi 4 Air volume depends. The excess fuel flows through the annulus between the upper edge 22 and the valve plate 23, so that the prevailing in the pressure regulator 10, the feed pressure the residual pressure forming the injection nozzle 13 essentially differs from that prevailing in the chamber 33 Vacuum depends. The excess fuel is collected by the channel 14 and sweeps either back into the container 6 or directly to the suction side of the pump 7.

In normal operation and assuming that the throttle element 2 is either partially or completely open (FIG. 2), the injection pressure prevailing in front of the injection nozzle 13 obviously depends on the amount of air characterized by the negative pressure prevailing in the Venturi tube 5.
The injection nozzle 13 opens into the chamber 17, the opening 19 of which is then wide open, since the rod 48 does not press on the lever 45, which is pivoted counterclockwise by the spring 50, whereby the valve 47 of the

ίο opening 19 is removed. Furthermore, during this movement, the valve 52 closes the passage 53, or the distributor 36 keeps the openings 38 and 41 separated from one another. Furthermore, the distributor assumes such a position that the groove 40 directly connects the openings 38 and 39 with one another, whereby the negative pressure prevailing in the Venturi tube 5 is transmitted to the chamber 33.

For the small openings of the throttle member 2 (intermediate position between the positions of the Fig. 1 and 2) it is provided that the opening 42, which is then connected to the section of the intake line located behind the throttle element 2 stands, on the groove 40 via the radial leg 40 α of the same somewhat from the one behind the throttle member transfers the prevailing negative pressure. The relationships between the cross-section of the opening 42 and the cross sections of the openings 38 and 39 are dimensioned so that a suitable negative pressure the chamber 33 is transferred.

During the transition to idle, in which the throttle element 2 is most closed, or at in the vicinity of the idling operating states (FIG. 1), it is known that the fuel supply must be extremely small by the injection nozzle 13 and therefore determined by an extremely small pressure and this amount of fuel must also match that in the suction line behind the Throttle body 2 change the prevailing negative pressure. For this purpose, the training is made so that the Injection nozzle 13 like an ordinary idle nozzle in one equipped with a float tank Carburetor works. The pressure regulator then becomes a device with a constant level tank converted.

For this purpose, as soon as the throttle element 2 closes, the valve disk 23 is freed from the action of the lever 29 in that the negative pressure then prevailing in the chamber 33 is weak or zero, so that the valve disk 23 is lifted far off by the spring 25. The excess fuel then flows freely over the edge 22. The fuel adjusts itself to a constant level in the container 21, which is the distance H below the injection nozzle 13. This distance H is a few millimeters as with the usual carburetors. However, there would be no fuel delivery unless a certain negative pressure is established in the chamber 17.

For this purpose, the opening 19 is through the of the Lever 45 actuated valve 47 closed, since the lever counteracts the action of the spring 50 in a clockwise direction is adjusted by the rod 48 against which the attached to the axis 3 of the throttle member 2 Lever 49 presses. The screw 27, which is shown in FIG a cone runs out, which by interacting with the calibrated opening 28 in the Chamber 17 prevailing negative pressure determines which

rather by the ratio of the cross-sections of the opening 18 and the opening regulated by the screw 27 is fixed.

A conventional control element, not shown, for setting the smallest opening of the throttle element 2 ensures the main amount of air to feed the machine while idling while adjusting the In addition to a small air supply through the opening 18, screw 27 ensures the fuel supply, which produces the mixture that the engine needs to work when idling.

Since the amount of air in the intake line 1 is small when idling, but in the Venturi tube 5 one can generate slight negative pressure, which may be caused by leaks in the manifold 36 is transferred to the chamber 33 and thus prevents the complete opening of the valve disk 33, measures can be taken to eliminate this negative pressure when idling. Two solutions for this are in Fi g. 1 and 2 shown, one fully extended and the other dash-dotted line. The first solution consists in providing an opening 41 in the distributor 36 which communicates with the outside air or the air inlet 15 is in communication and with the opening 38 is congruent to a Establish pressure equalization in the chamber 33 with the outside air. Another remedy is to use the To let the lever 45 act on the valve 52 which, after the opening 15 has been closed, the opening 53 opens and thereby the chamber 33 either with the outside air or with the air inlet 15 in connection puts.

In Fig. 1 and 2, an additional correction device is shown. It is well known that the high speeds in the vicinity of the maximum power often the content of the mixture supplied to the engine be enlarged, so that a device must be used which increases the size of the Fuel delivery compared to that which prevails only through the normal in the Venturi tube 5 Negative pressure is generated.

For this purpose, the membrane 54 is exposed to a correspondingly selected negative pressure, for. B. by means of Channels 35, 34 and 56 the prevailing in the Venturi tube 5, against the effect of the Spring 59, which prevents the diaphragm from moving before it reaches a certain negative pressure is, which corresponds to the amount of air at which the correction device is to intervene.

When this amount of air is reached, the negative pressure prevailing in the Venturi tube 5 is sufficient to reduce the air pressure To tighten membrane 54 against the action of spring 59, whereby the rod 57 and its stop 58 in FIG. 1 can be adjusted to the right so that the stop 58 with the end 29 c of the lever 29 in Touch comes. This effect then occurs in addition to that of the diaphragm 32, so that the pressure regulator certain pressure increases and becomes greater than when it is only determined by the membrane 32 would. This has an increase in the fuel delivery to the injection nozzle 13 and thus an enrichment of the air-fuel mixture.

During the gradual transition from idling (Fig. 1) to normal operating speeds (Fig. 2), the amount of air passed through in the intake line 1 increases, so that the delivery of the injection nozzle 13 must also increase. This increase in fuel delivery is normally produced by the fact that the pressure in front of the injection nozzle changes from a negative value resulting from the height difference H to a positive value which results from the start-up of the pressure regulator 10 by partially closing the valve 23. It can now happen that the pressure regulator has a certain inertia, so that the pressure in front of the injector 13 practically does not change when the throttle element 2 is moved from the position for idling (FIG. 1) to a position of low opening.

In order to remedy this disadvantage, devices are expediently provided which in accordance with the opening of the organ 2 from the idle position initially the ventilation cross-section of the Reduce chamber 17 before you increase it to the value which is required to be in this Chamber to produce a pressure which is practically equal to the atmospheric ceiling, so that the

ao desired increase in fuel delivery for positions with a lower opening by increasing the in the chamber 17 prevailing negative pressure is generated or increased. These facilities can either, as in FIG. 3 assumed by the lever 45 or by the distributor 36 or by these two can be controlled at the same time.

According to the variant embodiment, FIG. 3 on the one hand the valve 47 of FIG. 1 and 2 replaced by a rod 60 which is connected to the lower end of the lever 45 and a valve needle 61 more suitable, e.g. B. carries a double conical shape, and on the other hand, the opening 19 of FIG. 1 and 2 replaced by a calibrated opening 62 in which this valve needle moves.

When idling, the valve needle 61 assumes the position shown, in which the opening 62 only is partially closed. When the throttle element 2 is brought into the position of small opening, it shifts the valve needle 61 in FIG. 3 to the right, creating the cross-section of the annular passage between the valve needle 61 and the opening 62 is gradually reduced, whereby the in the Chamber 17 prevailing and behind the injection nozzle 13 effective negative pressure and thus the fuel delivery is increased when the pressure in front of the injector 13 is not of the Pressure regulator 10 was enlarged. If then the throttle device in the positions of medium and large opening is brought, the valve needle 61 moves further to the right, whereby the opening 62 completely is exposed, so that the same operating conditions as in FIG. 2 exist in which then the pressure regulator can generate sufficient injection pressures.

It may happen that a single pressure regulator and two or more injection nozzles 13 are present which are often quite a long distance from the pressure regulator. It would then be a If the engine is tilted, e.g. as a result of the vehicle being tilted, it is sufficient to have an or several injection nozzles come below the constant level height set by the overflow of the pressure regulator 10. This would become a permanent Discharge through the injector in question or excessive build-up in certain injectors arise at the expense of others.

This can be avoided by the arrangement shown in FIG. This is the container

21 inclined about 45 ° to the horizontal, and the channel 12 feeding the injection nozzles 13 has an opening 63 opening into the container. When the valve disk 23 is in a position corresponding to idling, the mirror height is adjusted to a horizontal line which leaves the opening 63 in the air. The suction through the injection nozzle 13 and the channel 12 results in the formation of a mixture of fuel and air at the level of the opening 63, so that the height H is actually denoted by H _{1 in FIG} arbitrary height of the injection nozzle 13 with respect to the pressure regulator 10 remains constant.

In Fig. 5 shows another embodiment of the device which controls the controller 10 in dependence actuated by the amount of air in intake line 1. This is the regulator's labor law if necessary, especially at full load, no longer corrected by adding an additional force to the exerted by the membrane 32, but by using the membrane 32, which on the Rod 31 would exert too great a force if the negative pressure prevailing in the Venturi tube 5 would be fully transferred to the chamber 33, and attenuation of what actually occurs in the chamber 33 Vacuum to a value set for each engine operating condition.

For this purpose, the chamber 33 is connected to the channel 34 through a calibrated opening 64. The chamber 33 has an opening 65 in which a valve needle 66 connected to a membrane 67 and having a corresponding profile can be displaced. This membrane separates a chamber 68, which is connected to the outside space or the air inlet 15 through the opening 69, from a chamber 70, which is connected by a channel 35a to any suitable point on the intake line 1 in front of or behind the throttle element 2. The channel 35 α is generally connected to the Venturi tube 5 by the channel 35. A spring 71 constantly seeks the membrane 67 in FIG. 5 to press down. The distributor 36 also shown in FIG. 5 can be omitted per se; however, it has been presented to show all the possibilities for making any necessary corrections, it being understood that all of these devices can readily be used separately or together.

The mode of operation is as follows: The fuel pressure is, as usual, controlled by the action of the diaphragm 32 determines which acts on the valve disk 23 of the pressure regulator 10 via the rod 31 and the lever 29. For each value of the negative pressure prevailing in the Venturi tube 5, the diaphragm 67 takes and thus the valve needle 66 has a precisely defined position, which allows the valve needle 66 given profile, the free cross-section of the annular opening for each operating condition 65 to determine which, together with the opening 64, has a constant cross-section in the chamber 33 a resulting negative pressure determines which the precise production of the before the injection nozzle 13 prevailing fuel pressure allows. Of course, the valve needle 66 and the diaphragm 67 formed by any equivalent rotatable assembly device formed by sliding manifold, etc. are replaced.

Fig. 6 shows a device for closing the chamber 17, which is more precise than that in the preceding Figures is shown facilities. So far there was only one lock of the chamber 17 provided by mechanical devices combined with the throttle member 2. Since basically the closure of the chamber 17 in close dependence on the one feeding the injection nozzle 13, d. H. take place in the channel 12 prevailing pressure

ίο must, the lock or the opening is appropriate the chamber 17 generated by the action of the pressure prevailing in the channel 12.

For this purpose, the chamber 17 is closed by a seat 72 which is closed by a valve 73 or can be exposed, which is attached to a membrane 74, which the movable Wall of a chamber 75 connected to the channel 12 by a channel 76. One Spring 77 acts against the effect of the pressure prevailing in chamber 75. Opening 19 forms the air inlet feeding the seat 72, which either directly into the outside space or into the Air inlet 15 can open.

When the valve 23 lifts and releases the fuel pressure in the channel 12, the force of the Spring 77 prevails, pushes the diaphragm 74 back and guides the valve 73 onto the seat 72, so that this is closed. The idling conditions are then present, in which a certain negative pressure is present acts on the opening of the injection nozzle 13. As soon as the pressure regulator 10 has fuel under pressure in sends the channel 12, the membrane 74 is moved against the force of the spring 77. That causes the immediate opening of the seat 72, resulting in a practically constant pressure behind the injection nozzle 13 will be produced.

In Fig. 7 further accessory devices are shown. First, a device is provided for the supply of a sufficient amount of fuel, which a correct content of the mixture with a sudden opening of the throttle member 2 ensures.

If no special precautions are taken, it is to be feared that a sudden Opening this throttle allows the immediate passage of air, while the fuel pressure increases only slowly after the corresponding negative pressure in the Venturi tube 5 has formed and transferred to the chamber 33, which may take some time during which engine is malfunctioning. The device therefore aims at instant enlargement of the pressure of the fuel supplied by the injection nozzle 13 in the event of a sudden opening of the throttle element 2.

For this purpose, the lever 29 carries a cylinder 78, which open at the top and either completely or through a valve 79 that closes an opening 80 at the bottom closed is. In this cylinder 78, a piston 81 is displaceable, which by a link 82 with a lever 83 pivotable about the axis 84 is connected. One end of the lever 83 is through a Rod 85 is connected to a lever 86 fastened to throttle element 2. Chamber 87 of cylinder 78 is constantly filled with liquid, e.g. through a tube 88 which is connected to the line 9 is and is constant fluid over that formed by the piston 81 and by the cylinder 78

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Lets flow arrangement, between which a radial play is provided, with the excess Liquid returns through channel 14 to the reservoir.

If the throttle member 2 suddenly opens from the position shown in FIG. 7 position shown for idle there is a compression of the liquid filling the chamber 87, which immediately causes the closure of the valve 23 and thus the pressurization of the channel 12 causes, with a pressure which is considerably greater than that required for steady state. This pressurization is only temporary because, when the movement of the throttle member 2 stops, that contained in the chamber 87 Fuel flows out through the game between the piston 81 and the cylinder 78 and the Lever 29 resumes the position given to it by membrane 32. The opposite is true for sudden Closing the throttle element 2, two modes of operation are possible. When the lower section of the Kam- ao mer 87 is constantly closed, the reverse movement is obtained, which consists in the Pressure in channel 12 is suddenly released, thereby reducing fuel delivery during the delay period is interrupted, which allows a not negligible fuel saving. It however, a valve 79 and an opening 80 can also be provided in order to prevent a restraining effect, which would prevent the rapid closure of the throttle member 2, causing accidents can. To merge these two solutions, instead of a rigid rod 85 Use a push-over connection with the spring switched on, which results in safe working.

In Fig. 7, another embodiment of the ventilation of the chamber 11 is also shown, namely directly through an opening 89 which either open into the open air or with the main air inlet of the Carburetor can be connected.

One last, in Fig. 7 device shown includes an opening 90 which can communicate the channel 12 with the outside space and with a valve 91 cooperates, which is actuated by a membrane 92, which the movable Wall of a chamber 93 forms, which through a channel 94 with the suction line 1 behind the throttle member 2 communicates. This membrane 92 cooperates with a spring 95 so that the Opening 90 can only be opened when the negative pressure in the chamber 93 is greater than that of the Idle is appropriate

The purpose of this is to empty the duct 12 when the engine is being driven by the car at high speed and then to prevent the fuel from flowing out. The throttle member 2 is then fully closed namely, the valve 23 is open and the fuel in the channel 12, no pressure is exerted, so that the injection nozzle would give under the reibwirk ung the negative pressure fuel. By exposing the opening 90, this fuel delivery is canceled, which represents an additional fuel saving and prevents the formation of unburned gases or decomposition products resulting from poor combustion, which can be found in the exhaust gases and are particularly harmful.

The invention can of course be modified. In particular, the deformable The membranes and / or the manifolds are replaced by equivalent devices.

Claims (8)

Patent claims: 1. Fuel supply device for internal combustion engines with a carburetor, which with continuous fuel injection into the intake line downstream of one arranged in this line Throttle body works, whereby a pressure regulator regulates the pressure of the fuel in one of _ a feeder pump to at least one injection nozzle opening under otherwise the same circumstances changed in the same direction as the amount of air flowing through the intake line and the excess fuel flows back into a storage container, characterized in that that in a manner known per se, the fuel supply device with the operation of the internal combustion engine under load Fuel injection works while the fuel is in the idle range Suction line is introduced by the effect of the negative pressure prevailing in this that the the fuel-containing part of the pressure regulator is designed so that it is idle by a effective device in a fuel container with a constant fuel level, preferably an overflow tank, is convertible and that here the fuel flow to Intake line through the opening or acting as an injection nozzle opening during load operation Openings takes place. 2. Device according to claim 1, wherein the pressure regulator is fed by a constant flow pump system with excess delivery and controls a fuel outflow of variable cross-section for the fuel coming from this pump system, characterized in that the pressure regulator (10) has a container (21) over which a valve disk (23) is arranged which, together with the upper edge of the container, controls the flow of fuel, that the overflow edge of the container is at a certain distance (H) below the level of the injection nozzle openings (13) and that the devices which become effective when idling Raise the valve plate (23) so far that the pump system delivers into the container (21) with practically no pressure and this then works like a constant-level container with an overflow. 3. Device according to claim 2, characterized in that the container (21) of the pressure regulator (10) arranged in a chamber (11) connected to the air inlet (15) of the suction line is so that in the vicinity of idle the pressure of the fuel in front of the injector orifices (13) is practically equal to the pressure prevailing in the air inlet. 4. Device according to claim 1, wherein each injection nozzle opening opens into a chamber, which normally on the one hand with the outside space, possibly via the main air inlet, through a ventilation passage of relatively large cross-section and on the other hand with the suction line through a small opening, which is larger than the injection nozzle opening is in communication, the two openings are aligned so that 10 that the fuel jet coming from the first opening passes through the second opening into the suction line arrives, characterized by devices that reduce the free cross-section of the Reduce ventilation passage (19) in the vicinity of the slow speed, so that then behind the Injection nozzle opening (13) there is a negative pressure, which is different from that in the intake line (1) behind the throttle body (2) ruling depends. 5. Device according to claim 2, characterized in that the valve plate (23) through a chamber (33) of variable volume is controlled, in which against the effect a return force, the negative pressure acts, which occurs in a suction line (1) in front of the throttle element (2) arranged Venturi tube (4 or 5) prevails. 6. Device according to claim 5, characterized in that between the chamber (33) ao and the Venturi tube (4 or 5) a device is arranged, which the effect of the negative pressure changed in the chamber (33) according to the degree of opening of the throttle element (2). 7. Device according to claim 6, characterized in that the device is designed is that the chamber (33) optionally via the air inlet (15), via an opening (38 or 53) connects with the outside air when the throttle element (2) is close to its position strongest closure is, so that the valve plate (23) executes its largest opening stroke. 8. Device according to claim 2, characterized in that the upper edge of the container (21) is diagonally opposite the horizontal and that the container with each injection nozzle opening connecting line (12) in this container with its lower part at one point opens, which is lower than the overflow threshold of the container acting as a constant level tank lies, wherein the conduit (12) has an opening (63) of small cross-section, which over this threshold lies (Fig. 4). Considered publications:
German Patent Nos. 308 954, 703 155;
U.S. Patent Nos. 2534346, 2785 663. 1 sheet of drawings 509 507/105 1.65 © Bundesdruckerei Berlin